Engine mounting



Aug. 13, 1935. R s, TROTT 2,011,235

ENGINE MOUNTING Original Filed Nov. 24, 1928 3 Sheets-Sheet 1 52a 59 72giv Invenia Aug. 13, 1935. s TROTT 2,011,235

ENGINE MOUNTING Original Filed Nov. 24, 1928 3 Sheets-Sheet 2 InverfiaAug. 13, 1935. s, TROTT 2,011,235

ENGINE MOUNTING Original Filed Nov. 24, 1928 3 Sheets-Sheet Z5 InvemaMi. 7%

ULWEMZH Patented Aug. 13, 1935 ENGINE MOUNTING Rolland s. Trott, Denver,0010.

Original application November 24, 1928, Serial No.

321,634. Divided and this application May 21, 1932, Serial No. 612,809

19 Claims.

This invention relates to engine mountings for engines having force andtorque cushioning movements with respect to the support or frame uponwhich they are mounted and is a division of my application for patent onAutomotive vehicles filed on November 24, 1928, Serial No. 321,634, nowPatent No. 1,890,871, December 13, 1932.

The object of this invention is to provide a power plant or engine unitmounting in which there will be no great differential movement betweenthe body or frame and the power plant and in which the engine sensationwill be largely eliminated from the body and the frame.

A further object is to provide such a power plant mounting in which thepower plant is partly supported in a manner that can transmitsubstantially no torque reaction to the frame.

A further is to provide such a mounting in which the power plantthereofis mounted upon the frame and is connected to the axle in such a manneras to transmit substantially all torque reaction from the power plant tothe axle directly and without said reaction passing to the axle throughthe body or through the frame upon which the body is mounted. I

A further object is to provide a power plant or engine unit mounting inwhich the power plant is mounted adjacent its ends upon the frame and inwhich a resilient torque transmitting and weight supporting connectionextends between the engine unit and an axle of the vehicle.

I attain the objects sought in this invention by providingz-lst, aspring connection extending directly between the engine unit and thefront axle which spring connection may carry some of the weight of theengine and transmits the torque to the axle from the engine and isadapted to form a torsional cushion to resiliently maintain the positionof the engine against the torque reaction, and 2nd, pivotal mountingmeans between each end of the engine unit and the frame adapted topermit the torsional cushioning movement of the engine unit and adaptedto carry at least a part or all of the weightof the engine unit.

In my application Serial No. 321,634, of which this is a division, theweight of the front of the engine unit is normally carried by an enginespring mounted upon the front axle whether a normally inactive cushionto limit the relative movement of the frame and the front of the engineunit is used or not. In this application, the front of the engine unitis normally supported either by a rubber mounting on the frame or bytheengine spring mounted on the axle,-or.by

Where the rubber mounting on the frame normally carries the entireweight of the front of the engine unit, the engine spring to the frontaxle carries normally no weight and merely acts as a torque connection.This arrangement provides for any desired range between these twoextremes merely by changing the height or strength of the engine springwhich is mounted on the front axle. I have tried both extremes, and Ihave also tried a construction in which twenty-five per cent of theweight of the front of the engine was carried by the front mounting onthe frame and seventy-five per cent carried by the engine, spring. Ihave also tried carrying seventy-five per cent on the frame andtwentyfive per cent on the engine spring. In my experiments I have triedseveral other proportions in addition to those mentioned, including anapproximate equal distribution of the weight of the front of the engineunit upon the frame and engine spring.

Further variation may be provided by changes in the engine spring. Thatis, with the front of the engine carried by the mounting on the from; ofthe frame, a too flat or too low engine spring will put an additionalresilient downward pressure upon the front of the frame, or on the otherhand where the engine spring is carrying the entire weight of the frontof the engine unit, a too high spring will enable part of the weight ofthe frame to be carried by the engine spring in addition to the entireweight of the engine.

In any case however, it is evident that the use of the front rubbermounting precludes perfectly free movement of the front of the engineunit with respect to the frame, regardless of the positive or negativeloads which may be carried by the engine; spring. This will result indecreased relative movement of the frame and the front of the engineunit which has definite advantages, especially over excessively roughroads, relative to the various connections to the engine unit and themovement of the transmission of the engine unit with respect to theframe.

This construction is fully explained below and shown in the drawings, inwhich:

Fig, l is a fragmentary plan view and partial section of a unit powerplant construction, with open propeller shaft, semi-elliptic frontsprings, a roller bearing mounted in rubber for the support of the rearof the power plant, a resilient mounting upon the frame, and a springcarried by the front axle for the support of the front of the powerplant; 1

Fig. 2 is a side view and partial section of the same but showing a rearpower plant support composed of a plan globular bearing, a front powerplant support composed of a, resilient mounting upon the frame, and alsoa spring cari,

ried by the front axle;

Fig. 3 is a fragmentary plan view of a modified form in which the frameand the front of the unit power plant are mounted on the front axle byindividual cross springs, and the front and rear of the power plant aremounted upon the frame by resilient pivotal mountings;

Fig. 4 is a detail showing the transmission mounted on the frame andseparate 'from the engine, the engine at the rear having a springmounted pivotal support;

Fig. 5 is a fragmentary plan view inwhich the engine and transmissionareseparated, and are mounted upon a sub-frame, which sub-frame is mountedat the rear upon the frame of the vehicle by a universal ball bearing,and at the front is mounted upon semi-elliptic springs which are 7attached directly to the front axle and upon a resilient mounting uponthe frame;

Fig. 6 is a detailshowing a rubber mounting construction, to be used andadapted for mounting the power plant or any part thereof on either frameor axle; v

Fig. 7 is a detail showing a modified form of spring or power plantrubber mounting;

Fig. 8 is a detail showing a modified form of on the To the rear end ofthe power plant is attached the mounting bracket 3, surrounding andconcentric with the universal joint 4, to which is connected thepropeller shaft 5. Between the mounting bracket 3 and the transmission 2is clamped the plate 3'.

The bracket 3 forms the inner track of a roller bearing having rollers 6and outer track I. The plate 3 acts to retain the rollers 6.

The flanged support ring 9, provided with the flanged support pins I0,receives the outer track I, but may be made integral therewith ifdesired.

The frame brackets ll, properly attached to the frame cross member l2,are each provided with a cap l3, secured thereto by the bolts l4, andthereby forming an apertured end for the bracket.

The flanged support pins H] are surrounded by the cushion members l5,composed of proper cushioning material such as rubber, and supported inthe frame brackets I I.

It will be seen that this method of mounting the rear end of the powerplant, permits torsional action of the power plant with respect to theframe, and because of the free movement provid- 'ber 24 of the frame.

ed by the roller bearing mounting, the torsional movement of the powerplant can impart no vibration to the frame l6 that is due to torquereaction.

And the cushion supplied by the members l5 permits slight distortions ofthe power plant with respect to the frame without strain, noise, orshock, and will tend to absorb any vibration due to lack of perfectionin the construction of the power plant.

The front end of the power plant is supported on the cross spring I1,which is mounted on the front axle l8 in any proper manner, eitherentirely metallic as shown, or through rubber or other cushioning means,forms of'which are illustrated in Figures 6 and 7.

The spring I1 is to be properly proportioned to its load, with respectto the springs l9 which support the frame l6 and their proportioningwith respect to their load, so that when the vehicle encounters a roadshock, the frame 16 and the power plant will flex their respectivesprings substantially the same amount and there will be as littledifferential movement 'as possible between them. The lateral movement ofthe front portion of the engine unit is permitted by the action of thecushion members l5 of the rear mounting, and is taken care of by aflexible con nection between clutch pedal 25 and clutch shaft 26.

The front end of the power plant is also supported by the mounting 22upon the cross mem- The mounting 22 is preferably composed of a rubbercushion supported in a housing 23, which is securely attached to thecross member 24 of the frame. The starting crank bracket 20, which isconcentric with the crank shaft 2| of the engine extends through and issurrounded by the rubber mounting 22. A variation of the mounting 22 isillustrated in detail in Figure 8. 1

The mountings at the front and rear ends of the power plant or engineunit are adapted to carry if necessary substantially the entire weightthereof and are reliable enough so that the power plant unit will besecurely attached to the support at these two points in such a manner asto permit pivotal movement of theunit of an approximately orbital naturewith respect to the frame or support without any question arising as tothe security and safety of the mounting. The pivotal movement will beabout a longitudinal axis extending approximately throughout the entirelength of the engine unit but at the front the axis will extend in theregion of the crank-shaft, depending somewhat upon the relative amountof weight carried by the cushion mounting and by the spring.

Each explosion of the/ engine which tends to make it revolve about itscrankshaft will be resiliently cushioned by the action of the spring H,the slight movement of the power plant during this cushioning beingpermitted by the rollers 6, so that no torque effect will be transmittedto the frame I6.

When road shocks are encountered, the spring I I will act in unison withthe frame springs l9, and if for any reason there is a tendency for themovement of the power plant to be different from that of the frame IS,the action of the mounting 22 will substantially prevent suchdifferential movement.

It will be seen that if the engine and power plant as a whole are wellbuilt and properly balanced, and the springs l1 and I9 are of exactlythe right strength and performance, the load, if any, carried by themounting 22 will remain substantially constant during the action of thesprings l1 and I9.

All this, however, requires such an exacting set of conditions that theyare likely to be met with only in a small percentage of constructions sothatsome variation in the load carried by the mounting 22 may benaturally expected.

With such a double pivoted construction upon the frame, if it is foundthat the torque effect of the engine explosions tends to raise or lowerthe front end of the power plant, and thus put load upon the pivotalconstruction, it may be found advantageous to have the mounting nor--mally put a load of opposite direction on the pivotal mounting so thatwhen the engine is pulling the load will be substantially removedtherefrom.

It will be seen that though the power plant may be carried wholly or inpart by the frame, the torque reaction upon the engine when it turns thepropeller shaft is carried by the front axle directly, either entirely,or nearly so, or in a varying amount depending upon thetorquetransmitting ability of the frame mountings.

The longitudinal position of the rear power plant support may, ofcourse, be changed as desired, but I prefer it to be aligned andconcentric with the universal joint at the front end of the propellershaft for the reason that such position permits both power plant andpropeller shaft to move independently of each other. That is, thepropeller shaft may move due to action of the rear springs of thevehicle, without affecting the power plant, and the power plant may moveslightly, due to differential movement between the frame and the frontof the power plant, without affecting the propeller shaft.

The vertical position of the rear power plant mounting, I prefer to beas shown in Figure 1, that is, concentric with the crankshaft, for thereason that the torque of the engine tends to rotate it about itscrankshaft as a center, and such concentric mounting will generally givebetter results.

But, as shown in Figure 4, both the longitudinal and the verticalposition of the rear support may vary, if desired, to better conform tothe general construction of the power plant or engine in question.

In the construction shown in Figure 2, the mounting bracket 3" carriesthe inner member of a ball and socket mounting bearing. The outer memberof this joint is composed of a cross piece 28 which is secured to theframe l6, and a cap 29, which is properly secured to the piece 28. Thisconstruction is cheaper and simpler than that shown in Figure 1, butprovides the same action except for the lack of cushion and theadditional friction of the plain surfaces.

In the construction shown in Figure 3, the front of the power plant ismounted on the front axle I8 by the cross spring l1, and the frame i6 ismounted on the front axle by the cross spring 30.

Cushion mountings 12 which may be similar to that shown in Figure 7 areillustrated for connecting the spring IT to the axle I8 by the mountingplates l8". The front of the power plant is also mounted upon the framemember 24 by the cushion mounting 23'. The mounting 23' in Figure '7.

The propeller shaft is enclosed in a torque tube 31, which has a ball 32adapted to fit inside the ball housing of the power plant composed ofthe ball bracket 33 and the ball cap 34, held together by the cap screws35, which engage the plate 8 of the transmission 2.

The support yoke 31 is divided into two halves supported by centralsupport pins 38 and the flanged bushings 39 which act to hold the twohalves together about the ball housing.

The frame brackets 40 on the cross frame member 4| journal the flangedbushings 39 and the support yoke 31 and. support the rear end of thepower plant.

In the construction shown in Figure 4, the transmission 2 is mounteddirectly upon the frame l6, separate from the engine I. The en= gine Iis connected to drive the transmission through the shaft 42, which isprovided with two universal joints 43. The engine I is supported at therear upon the trunnion pin 44, which is located directly over thecrankshaft, and is mounted upon the cross spring 45, which is in turnmounted upon the frame by the rubber mountings 12.

If desired a rubber mounting, two forms of which are shown in Figures 6and 7, may be used in place of the trunnion pin construction, and across frame member such as shown at 11 in Figure 11 may be used in placeof the spring 45.

These constructions, while I do not consider them as perfect in someways as those having mountings concentric with the crankshaft, will withproper design, come quite close to giving the same results as obtainedby the other constructions, since the effect of the lack ofconcentricity of the mounting may be to some extent taken up by theflexibility of the spring 45 or of therubber mounting, or by otherfactors in the vehicle.

The mounting of the transmission directly upon the frame, while it willeliminate the relative movement of the frame and the gear shift lever,will not tend to reduce gear noises in low and intermediate gears. Forthis reason I have shown the transmission mounted on the frame by therubber mountings 12.

In Figure 5, the construction in effect is the same as in the unit powerplant construction, since the engine I and transmission 2 are mountedupon the sub-frame 49 and with it form a unit power plant which maybemounted at both ends by any of the various other constructions shown aswell as by the construction shown in Figure 5.

The mounting bracket 50 mounts the inner track of the standard type ofuniversal ball bearing 5|, the outer track of which is mounted in theretainer 52, formed in the cross frame member 53; the bearing 5| beingheld in place by the cap 54, which is properly secured to the member 53.

The front of the engine unit is mounted upon frame member 24 by themounting 23', which is similar in construction to that shown in Fi ure7.

Figure 6 shows one form of rubber mounting, which may be used betweenthe frame and the rear cross member which supports the rear of the powerplant, or between the engineand the front supporting spring, or betweenthe engine spring and the front axle, or the frame springs and theframe, or between the frame springs and the front axle, all dependingupon the particular constructions employed and the judgment of thedesigner. I

Figure 7 shows another form of rubber mounting, to be used in the samemanner as the form shown in Figure 6. The parts to be connected by thismounting are represented by the members 55 and 5B.

In Figure 8, the bracket 51 is centered on the power plant, which actsto position the rubber cushion 58 on the bracket 51. The support 59 isprovided with the flanges 60, 6i and 62.

The plate 63, attached to the flange 62 by the bolts 64, positions thecushion 58 in-the support 59 and against the flange 60. The bolts 65through the flange 61, attach the support 59 to the frame cross member66.

The cushion 58 provides a resilient mounting for the power plant, whichnot only cushions against horizontal or vertical shocks, but alsopermits the slight rotary movement of the power plant due to theresilient cushioning of the torque reaction as explained elsewhere.

In Figure 9 the bracket 61 is to be mounted by its flange 68 upon thecross spring 45 shown in Figure 4 and properly attached thereto. Themovement due to cushioning the torque reaction is provided by the pin 44shown in Figure 9.

In Figure 10, the front of the engine unit is shown as carried by thespring I! upon the axle (not shown) and is also mounted upon the framecross member 24 by the rubber mounting 23 which is similar inconstruction to the mounting shown in Figure '7.

In Figure 11 the rear portion I6 of the power plant is mounted upon theleaf spring 15 which in turn is mounted by the rubber mounting 12 uponthe cross member 11 of the frame. The propeller shaft 5 is connected tothe drive shaft 5 of the transmission of the engine unit through theuniversal joint, which in this case is concealed by the brake drum 18.The combination of the actions of the spring 15 and of the rubbermounting 12 will not only tend to cushion vertical forces but will inall ways accommodate for the movements provided by the other end of .theengine unit.

I am aware that under some conditions it may be advantageous to positionthe pivotal mounting or mountings of the engine unit to one side of thecenter of weight, so as to tend to oppose the torque reaction of theengine unit by off-center weight in its mountings; or the off-centerweight may be such as to operate against the springs in the samedirection as the torque reaction acts upon the engine, so as to give thespring which resiliently opposes the torque reaction an initial loadsimilar to that imposed by the torque reaction.

But, in any case, I consider all such variations and changes to be butmechanical equivalents whereby the engine unit is mounted at two pointsupon the frame and connected direct to the axle.

It is, of course, understood that the automotive vehicle is to beprovided with generator, starter, ignition and cooling equipment, aswell as, gasolene tankand connections, steering gear mounted on theframe and connections, throttle and spark controls adapted to beunaffected by the relative movement of the engine unit with respect tothefram'e, battery and connections, mufiler mounted on the engine, or onthe frame and provided with a flexible exhaust pipe or connections,brake equipment and control, instruments and connections, hood, body,running board, pans, radiator and connections and in fact with all theusual appointments as well as those especially required by my inventionand its combination with the rest of the vehicle. But, the greater partof all the above elements are omitted from the drawings for the sake ofclearness.

Therefore, I do not wish to confine my protection narrowly to the exactconstructions described and illustrated, but what I claim as new anddesire to protect by Letters Patent, is as follows:-

1. In an automotive vehicle having a frame,

the combination of an engine unit, means mounting one end of the engineunit and comprising means carried by the frame and resilient meanscarried by a part of the vehicle other than the frame, said mountingmeans permitting orbital and substantially pivotal movement of that endof the engine unit with respect to the frame, and means mounting theother end of the engine unit upon the frame and-accommodating for themovements permitted bythe first named end of the engine unit.

2. In an automotive vehicle having a frame, the combination of an engineunit; a transversely disposed spring attached to one end of the engineunit, mounting means movably mounting the said spring upon a part of thevehicle other than the frame, mounting means adjacent said springmounting the engine unit upon the frame and permitting orbital andsubstantially pivotal movement with respect to the frame, and mountingmeans mounting the other end of the engine unit upon the frame andaccommodating for the movement permitted at the first named end of theengine unit.

3. In an automotive vehicle having wheel and axle means, a frame, andsprings mounting the frame on the wheel and axle means, the combfnationof an engine unit, a transversely disposed spring attached to one end ofthe engine unit, mounting means movably mounting the spring upon one ofsaid Wheel and axle means, mounting means adjacent the said spring andcarried by the frame mounting that end of the engine um't upon the frameand providing orbital and substantially pivotal movement with respect tothe frame, and mounting means mounting the other end of the engine unitand accommodating for the movements provided for the first named end ofthe engine unit.

4. In an automotive vehicle having a frame, the combination of an engineunit, transversely disposed resilient means attached to one end portionof the engine unit and to a part of the vehicleother than the frame,mounting means adjacent said resilient means mounting said end portionof the engine unit upon the frame, and permitting orbital andsubstantially pivotal movement, and mounting means adjacent the otherend of the engine unit mounting the engine unit on the frame andaccommodating for the movements of the first named end of the engineunit.

5. In an automotive vehicle having-Wheels and axles, the combinationwith a frame and an engine unit, of means mounting an end portion of theengine unit on the frame, and means mounting the opposite end portion ofthe engine unit on the vehicle, said last-mentioned mounting meanshaving weight supporting connections with the frame and an axle, andmeans mounting the frame on the axles independent of said enginemounting means.

6. In an automotive vehicle having wheels and axles, the combinationwith a frame and an engine unit, of means movably mounting an endportion of the engine unit on the frame, and means movably mounting theopposite end portion of the engine unit for orbital movement responsiveto impulses incident to the operation of the engine unit, saidlast-mentioned mounting means having weight supporting connections withthe frame and an axle.

7. In an automotive vehicle having wheels and axles, the combinationwith a frame, and an engine unit, of means movably mounting an endportion of the engine unit on the frame, and means mounting the oppositeend portion of the engine unit for orbital movement responsive toimpulses incident to the operation of the engine unit, saidlast-mentioned mounting means having a cross-spring supported by an axleand fixedly connected to the engine unit and having a resilientnon-metallic positive connection between the engine unit and the frame.

8. In an automotive vehicle including axles, springs, frame and engineunit, means adjacent one end of said unit connecting the engine unit tothe frame substantially incapable of transmitting engine torque reactionfrom the engine unit to the frame, and resilient means forming the soleconnection between the engine unit and one of the axles and adapted toresiliently transmit substantially the entire engine torque reaction ofthe engine unit to the said axle, and means provided with compressiblematerial mounting the other end of'said engine unit upon the frame andlimiting its movement with respect thereto and substantially incapableof transmitting torque reaction to the frame.

9. In an automotive vehicle including axles, springs, frame and engineunit, means mounting the' engine unit adjacent one of its ends upon theframe substantially incapable of transmitting engine torque reactionfrom'the engine unit to the frame, resilient means forming the soleengine connection between oneof the axles and the adjacent end of theengine unit and adapted to resiliently transmit substantially the entireengine torque reaction of the engine unit to the said axle, and meanssubstantially incapable of transmitting engine torque reaction spacedfrom the first mounting means and provided with compressible material,mounting the engine unit upon the frame and limiting its movement there-10. In an automotive vehicle including axles, springs, frame and engineunit, a transversely extending spring, means mounting said spring uponone of the axles, means attaching the engine unit to said spring, twospaced mounting means mounting the engine unit upon the frame andpermitting substantially pivotal movement of the engine unit withrespect to the frame, one of said mounting means being provided withcompressible material and adapted to limit that end of said unit in itsmovements with respect to the frame.

11. In an automotive vehicle including at least one axle, a frame, andengine unit having a longitudinally extending .drive shaft, atransversely extending spring, means mounting said spring upon the axle,means mounting the engine unit upon said spring, and means mounting theengine unit at two separated points upon the frame and permittingsubstantially pivotal cushioning movement of the engine unit withrespect to the frame, the mounting at one of said points being providedwith compressible material.

12. In an automotive vehicle having a frame structure, the combinationof an engine unit having inherent oscillation about a longitudinal axisextending approximately throughout the length of the engine unit, meansmounting an end portion of the engine unit on the frame structure andpermitting approximately universal movement of said engine unit whileholding said end portion against substantial lateral movement, andnon-metallic resilient means mounting and supporting anotherlongitudinally spaced portion of the engine unit on the frame structureand constructed and arranged to permit restrained freedom of movement ofthe adjacent portion of the engine unit approximately in any directionin response to the impulses incident to the operation of the engineunit.

13. In an automotive vehicle having a frame structure, the combinationof an engine unit having inherent oscillation about a longitudinal axisextending approximately throughout the length of the engine unit, meansmounting an end portion of the engine unit on the frame structure andpermitting approximately universal movement of said engine unit whileholding said end portion against substantial lateral movement, andnon-metallic resilient means mounting and supporting anotherlongitudinally spaced portion of theengine unit on the frame structureand constructed and arranged to permit restrained freedom of movement ofthe adjacent portion of the engine unit approximately in any directionin response to the impulses incident to the operation of the engineunit, said non-metallic resilient mounting means being so constructed asto locate the axis of oscillation of the engine unit sufficiently closeto parallel with the crankshaft of the engine unit for torque cushioningoscillation of the engine unit.

14. In an automotive vehicle having a frame structure, the combinationof an engine unit having inherent oscillation about a longitudinal axisextending approximately throughout the length of the engine unit, meansmounting an end portion of the engine unit on the frame structure andpermitting approximately universal movement of said engine unit whileholding said end portion against substantial lateral movement, andnonmetallic resilient means mounting and supporting anotherlongitudinally spaced portionv of the engine unit on the frame structureand constructed and arranged to permit restrained freedom of movement ofthe adjacent portion of the engine unit approximately in any directionin response to the impulses incident to the operation of the engineunit, said non-metallic resilient mounting means being so constructed asto locate the axis of oscillation of the engine unit sufficiently closeto parallel with the crankshaft of the engine unit for torque cushioningoscillation of the engine unit, and means for stabilizing the engineunit on the mounting means.

15. In an automotive vehicle having a frame structure, the combinationof an engine unit having inherent torque cushioning oscillation about alongitudinal axis, means mounting an end portion of the engine unit onthe frame structure and permitting approximately universal movement ofsaid end portion while holding said end portion against substantiallateral movement, and resilient means mounting and supporting theopposite end portion of the engine unit on the frame structure and soconstructed and arranged as to permit orbital movement of the engineunit at least at that end in response to the impulses inciident to theoperation of the engine unit, said re-' 75 silient mounting meanspermitting yieldingly opposed oscillation of the engine unit.

| 16. In an automotive vehicle having a frame istructure, thecombination of an engine unit having inherent oscillation about alongitudinal axis extending approximately throughout the length of theengine unit, means mounting the rear end portion of the engine unit onthe frame 1 structure and 'permitting approximately un iversal movementof said engine unit while holding said end portion against substantiallateral movement, and front mounting means, mounted on the vehicle forsupporting the front end portion of the engine unit and for opposing theoscillation thereof, said front mounting means comprising non-metallicresilient means mounting and supporting the front end portion of theengine unit on the frame structure and constructed and arranged topermit restrained freedom of movement of the adjacent portion of theengine unit approximately in any transverse direction in response to theimpulses incident to the operation of the engine unit.

17. In an automotive vehicle having a frame, the combination of anengine unit, means mounting one end of the engine unit and comprisingmeans carried by the frame and resilient means carried by a part of thevehicle other -than the frame, said mounting means permitting orbitaland substantially pivotal movement of that end of the engine unit withrespect to the frame and resiliently opposing said pivotal movement, andmeans mounting the other end of the engine unit upon the frame andaccommodating for the movements permitted by the first named end of theengine unit.

18. In an automotive vehicle having a frame structure, the combinationof an engine unit having inherent oscillation about a longitudinal axisextending approximately throughout the length of the engine unit, meansmounting the rear end portion of the engine unit on the frame structureand permitting approximately universal movement of said engine unitwhile holding said end portion against substantial lateral approximatelyhorizontal movement, and resilient weight supporting and torqueresisting front mounting means supporting the front portion of theengine unit on the vehicle and adapted to resiliently cushion the frontend of the engine unit against a tendency to lateral movement, saidfront mounting means including non-metallic resilient material ofsubstantial thickness interposed between the engine unit and the frame.

19. In an automotive vehicle having a frame structure, the combinationof an engine unit mounted to have torque cushioning oscillation about alongitudinal axis extending approximately throughout the length of theengine unit, means mounting the rear end portion of the engine unit onthe frame structure and permitting approximately universal movement ofsaid engine unit while holding said end portion against substantialmovement in any direction transverse to said axis, and resilient weightsupporting and torque resisting front mounting means supporting thefront portion of the engine unit on the vehicle, said weight supportingand torque resisting front mounting means being adapted to resilientlycushion the front end portion of the engine unit against a tendency tohorizontal and other movements transverse to said axis, said frontmounting means including non-metallic resilient material of substantialthickness interposed between the engine unit and the frame.

ROLLAND S. TROTT

